Railway-car brake



4 Sheets-Sheet l J. M. SUAREZ RAILWAY CAR BRAKE Filed April 29,' 1927 March 4, 1930.

March 4, 1930.

J. M. SUAREZ RAILWAY CAR BRAKE Filed April 29, 1927 4 Sheets-Sheet 2 VIII/lill. l

h INVENTOR, 'I M'zm/j- March 4, 1930. M, SUAREZ 1,749,362

RAILWAY CAR BRAKE Filed April 29, 1927 4 Sheets-Sheet 5 I N VEN TOR,

A TTORNE Y.

Patented Mar. 4, A193() PATENT -oFFicE JOSEPH M. SUAREZ, OF BALTIMORE, MARYLAND, ASSIGNOB OF ONE-FIFTH TO STER- LING 1". BUCK, OF BALTIMORE, MARYLAND RAILWAY-CAR BRAKE Application led April 29, 1927. Serial No. 187,601.

This invention relates to railway car brakes, and especially to an improved combined air and hand brake of the drum type.

It has long been the custom and practlce of railway car buildersto equip carswith brake-blocks or shoes which frictionally en-y gage with the treads ofthe wheels, and with rigidand heavy levers, links and other brake rigging for applying pressure to the brakeblocks and thence to the treads of the wheels. Such arrangement has several disadvantages, for instance, the wearing away of the wheel treads; the attening of such treads at points where they are relatively soft; the relatively narrow braking surfaces which necessitate the application of very heavy pressure against the brake-shoes, and a consequent necessity for very strong and heavy levers and other parts of the rigging; and the outward movement of the brake-blocks or shoes, in consequence of the outward ineline of the wheel treads, resulting in a de-v crease of the effective braking surface, and an increase of the outward inclination of the wheel treads. Numerous attempts have been 'made to avoid the foregoing difficulties and disadvantages, by providing brake-drums onv the axles, and applying brake-shoes and brake-bands directly against such brakedrums; but in this, difficulties have been en- Y countered because of the limited available space on the axles, in consequence of the `space occupied by the motor and the gearing Another object is to provide a compara-- tively simple and effective means which may be operated either by manual power or by compressed air or both, so as to apply the brake-shoes into frictional engagement with the ybrake-drums.

Another object is to provide a device of this character which automatically equalizes form of brake-drum which can be fitted and clamped on a driven axle in the comparatively narrow space between the driven motor-gear and adjacent track-wheel, and which has an ample braking surface.

Another object is tojprovide a braking mechanism which includes la series of arcuate brake-shoes extending the greater part of the distance around the cooperating drum, thus providing maximum eiiiciency, and at the same time having ample spacepbetween them for adjustment, and for dissipating heat, in consequence of the air which can pass between them.

Another object is to provide an improved form of sectional brake-band, and automatic adjusting means for the same.

A further object is to provide a sectional brake-band with manually operable means to adjust it so as to compensate for the wearing of the brake-shoes.

f Another object is to provide a braking device of this character withy convenient and effective means for adjusting the parts which operatethe sectional brakebands.

Another object is to provide a braking device of this character which, when manually operated from either end of the car, applies the brakes with uniform pressure on all the brake-drums.

Other objects and important features are pointed out or implied in the following details of description, in connection with the accompanying drawings in which:

Figure 1 is a plan view showing two trucks of standard construction having my improved combination of braking devices thereon.

Figure 2 is an enlarged longitudinal vertical sectional view, the section taken along line 2-2 of Figure 1.

Figure 3 is an enlarged detail sectional view illustratin the application of my improved form of brake-drum, such as used between the motor-driven gear and the adjacent track-Wheel when two brake-drums are used on each axle.

Figure 4 is an enlarged detail sectional view along the line 4-4 of Figure 2.

Figure 5 is a view similar to Figure 2, but having additional elements for the application of the additional brake-shoes which are also shown in this iigure.

Figure 6 is a plan view showing the construction and arrangement of the manually operable braking mechanism, portions of the trucks and axles being omitted.

Figure 7 is a View similar to Figure 6, but showing a combination which is operable either by hand or by air-pressure, so as to apply the brake-shoes on the drums.

Figure 8 is an elevation of the drum shown in section in Figure 3.

Figure 9 is an elevation of a drum which may be used in lieu of any one of the drums 25 of Figures 2 and 5.

Figure 10 is a central sectional view substantially along the line 10-10 of Figure 9, the gaskets or filling sheets being omitted in this sectional view.

from the car body; it being understood that the air-cylinder is thus supported in the usual manner. Jointed links 20 are pivoted to the respective outer ends of the levers 13 and 16, each of these links 20 being'provided with a combined turnbuckle and pivot-connection 21. These members 2l are pivotally connected, respectively, to centrally pivoted levers 22 whose pivotal supports 23 are mounted on the respective transom bars of the trucks 10, brackets 24 being employed to thus support the pivots 23. The opposite end of each balanced or centrally pivoted lever 22 is operatively connected to the sectional brake-bands in a manner which will presently be described:

Each axle 12 has keyed or otherwise secured thereon a brake-drum 25. For convenience in attaching these brake-drums without removing the car wheels, they may be split diametrically, so as to constitute two semicylindrical sections which are secured to one another by means of bolts 26, and the joints 27 may be filled with felt or other compres- Figure 11 is an enlarged seeti0na1vew,thethe series of brake-shoes 28 extend a greater section being taken in the line 11-11 of Figure 9.

Figure 12 is aii enlarged sectional view, the section being taken in the line 12--12 of Figure 9.

nFigure 13 is an enlarged sectional view, the section being taken in the line 13-13 of Figure 9.

Figure 14 is an enlarged sectional view, the section being ,taken in the line 14-14 of Figure 9.

Referring to these drawings in detail, in which similar reference characters correspond to similar parts in the several views, and in which truck-frames 10, wheels 11 and axles 12 are shown, for showing the application of the braking devices, the invention will now be described in detail as follows:

Referring first to Figure 1, which shows this drum-type air-brake mechanism in a comparatively simple form; the air-cylinder is indicated at A, and the piston-rod a of the air-c linder is pivotally connected to a lever 13 w ich is fulcrumed at 14 by a pivot which connects it to a link 15, such link being pivotally connected to a second lever 16 which is r pivotally connected or fulcrumed (at 17 to a bracket 18 which is suitably supported from the body of the car (not shown) and suitable guides 19 are also suitably supported part of the distance around the cooperating brake-drum, provides a relatively large ei'ective friction-surface or braking area. By the use of braking-drums instead of applying the brakes on the track-wheels, the danger of breaking the wheel-flanges is avoided as has been known to occur in consequence of the heavy frictional contact of the brake-shoes against the wheel-Hanges. This invention includes at least one of such brake-drums 25 on each axle 12, so each track-wheel assists all the other car wheels, by its rictional engagement with the track, 1n quickly and unfailingly stopping the car, without detriment to the tread of any of the track-wheels, thereby also avoiding the well known detriment to .the track-rails 1n consequence of wheels slipping thereon. brake-drums and brake-shoes are hidden by the sectional brake-bands which are shown in Figures 1, 2, 4, V5, 6 and 7, being generally indicated by the reference number 29. Each sectional brake-band comprises two counterpart sections 30, a third section 31, and a fourth section 32. Each of the sections 30 has each end formed with a radially extending ear 33 through which extends an adjusting bolt 34, there being three of such bolts 34, and two of these also extend through similar radial ears on the sections 31 and 32,

In Figures 1, 6 and 7, the y and these two bolts 34 also extend through springs 35 which are here shown as U-shaped flat springs, although it is obvious that other forms of compression springs ma be emplo ed to normally hold the en s of the bra e-band sections in spaced relation, and thereby hold the brake-shoes normally out of frictional engagement with the respective brakedrums,-as will presently be seen. Two adj acent ears of the sections 30 are heldv spaced from one another by two cooperating flat springs 36 and 37 which are mounted on a suitable bracket or plate 38 which is secured to the truck frame 10. The nuts of the bolts 34 can be adj usted to contract the brake-bands and thus compensate for wearing of the brake-shoes.

A lever 39 is pivotally mountedon a plate 40 which is adjustably mounted on an angle bracket 41, the latter being secured on the transom o f the truck frame 10, and being sufficiently wide to provide the necessary strength while reenforcing the truck-transom, such bracket being preferably wider than the adjustable plate 40, as illustrated in Figure 4 where it may also be seen that the bracket 40 is provided with slots 42 through which extend the bolts 43 which secure the plate 40 1n its adjusted positions, it being understood that appropriate adjustments will not need to be frequent, because of the numerous brake-drums producing the necessary control of the cars without excessive pressure of the brake-shoes against the drum, and for this same reason, the brake-drums and brake-shoes will be longlived. Referring again to Figure 4, and first explaining that this figure is representative of the several groupsor mechanisms which include an annular series of brake-shoes, brake-bands and brake-band connections, it will be seen that each brakeshoe 28 is secured to oneof the arcuate members or brake-band sections by means of set screws 44 which are threaded into the brakeband section and extend into the brake-shoe s28, thereb preventing lateral or axial movement of t e brake-shoes with respect to the brake-band section. However, as shown in Fig. 2, each brake-shoe has its opposite ends provided wth an angular securing lug 45, and that each brake-band section is substantially a quadrant of the brake-band and is provided with two shoulders 46 which are inwardly inclined with respect to one another, so they embrace lthe contiguous brake-block or shoe between A them, thus effectively preventing longitudinal or circumferential movement of the brake-shoes and brake-bands with respect to one another. In other words, the elements 44, 45 and 46 cooperate in firmly securing the brake-shoes in place. 1

Referring again to Figures 2 and 4, it will be seen that the levers 39 are supported 1 on and secured to the plates 40 by means of pivots 47 which extend through these members 39 and 40, the latter being preferably bifurcated to receive and guide the contiguous'levers 39 respectively. One end of each brake-band section 31 is also bifurcated to receive the contiguous lever 39 to which it is pivoted at 48. One end of each brake-band section 32 is bifurcated (see Figure 4) so as to straddle the bifurcated part of the adjacent plate 40, and this bifurcated end is provided with a pivot 49 which extends there-` through and through the adjacent lever 39. The' purpose of this arrangement is to lenable the respective levers 39 to move the contiguous ends of the brake-band substantially 'in the circumferential direction of the adja- 'cent brake-drum, thereby applying the brakeshoes with approximately or substantially even pressure on all parts of the frictional or braking surface of each brake-drum. This braking movement of each brake-band is effected by means of the links 20 which are pivotally connected to the respective levers 39, the pivotal connections thereof being indicated' at 50. Such pivotal connections -50 are also shown at the ends of secondary links 51 which are pivotally connected respectively to the opposite ends of the respective levers 22 from the ends to which the turnbuckles 21 are connected. e

The mechanism shown in Fig. 7 is similar to that of Fig. 1, except that the latter figure shows a manual operating device in association with the pressure operated device.

The operation with respect to the air-brake mechanism, shown in Figures 1 and 7, is as follows:

When the compressedl air pushes the piston-rod a outward, the levers'13 and 16 are simultaneously actuated through the medium of the link'15, to move the brake-rods or links 20 in the direction of the arrows which are shown adjacent to said links 2 0. This movement of the links 2O swings the contiguous levers 39 on their respective pivots 47, thereby contracting the sectional brake-bands which are connected to these levers 39, thereby pressing the brake-shoes against the braking surfaces of the drums which are alined with the respective links 20. This movement of the links 2O also swings the balanced levers 22 on their pivots 23, thereby causing the secondary links or brake-rods 51 to operatethe levers 39 to which they are pivotalthe braking pressure be comparatively great or slight.

Referring now to Figure 5, it will be seen that this modified form includes all of the elements previously described, and in addition, it includes an extension 39a of one of the levers 39, and an additional lever 39", the latter being substantially a counterpart of the levers 39, except being inverted. These depending levers 39a and 391 are pivotally connected to one another by means of a joint ed link 52 which includes a turnbuckle 53 for adjusting its length and thus adjusting the levers 39l1 and 39h with respect to one another. Through the medium of the lever 39-39a and the link 52, the lever 39h is swung on its pivot 47 so as to contract the brake-band which is connected thereto by means of piv- Yots 48 and 49 and thus apply the brake-shoes to the a ditional brake-drum. In this Connection, iit should be understood that the brake-drum at the right-hand side of Figure 2 is at the far side or on the far end of the axle 12, as shown in Figure 1, while that of Figure 5 is at the near side, is of the type shown in Figures 3 and 8, and hides the one shown in Figures 1 and 2. By repeatingthis construction (Figure 5) for the second truck, four additional drum-brakes are added, making a total of eight for these two trucks, and this is deemed suiicient for even the heaviest and most heavily loaded cars, but where two of such drum-brakes are desired on each and every axle, it is only necessary to repeat the construction shown in Figure 5, with.,

respect to the seventh and eighth of such druni-brakes Each drum 25 and its correlated adjuncts may be properly known as a drum-brake, this including its adjacent lever 39 and the support l0- 41 thereof; and it will be seen that these drum-brakes are interconnected by the intervening levers 13, 16 and 22, and the connecting links 15, 20, 22 and 51, so they are operable in unison and with equalized pressure, by a single main or primary actuating member such as the compressed air actuator A-a, or by either elected one of two manually operable actuators such as will presently be described.

My hand-brake mechanism is shown in Figure 6 wherein all parts from 10 to 51 inclusive are substantially the same as thosev piston a, I provide-a chain or other flexible pulling or actuating member 55 which is attached to and Windable on a wheel 56 which is preferably a sheave-wheel and is secured on a shaft 57 which has two other sheavewheels 58 secured thereon. These members 5G, 57 and 58 may be considered as a unitary actuating member or windlass, and the same is journalled in suitable bearings 59 which are securable to the car-body (not shown), so its rotation operates the lever 13 just as vwheel and the gear-wheel 64.

the similar lever is operated by the compressed air actuators that have been described in a preceding paragraph. Chains or other flexible actuating elements 60 are secured to and windable on the respective sheave-wheels 58 and are connected, respectively, to other flexible elements 61, through the medium of rods 62 for the sake of comparative lightness and low cost),l and these chains or elements 6l are secured to and windable on drums 63, respectively, which are the usual drums of the handactuated rotary shafts that are mounted to be rotated about their vertically disposed pivotal axes. It should be understood that one of the chains 60 extends under its connected wheel 58 while the other chain 60 extends over its connected wheel, so the pulling of either chain 60 will rotate the member 56-57-58 in the same direction and thereby pull the chain 55 and cause it to actuate the combination of links and levers which operates all the drum-brakes previously described. It should be understood that any appropriate means (not shown) may be employed to yieldingly hold the brake-actuating mechanism in its relaxed relation so the brakeshoes are normally in their non-frictional relation with respect to the brake-drums, and that such means may be applied in a number of different relations, so it is deemed unnecessary to show any means for this purpose.

A combined air-actuated andvhand-actuatline is broken, or if the piston-rod a become ineEective for any reason, the hand-actuated mechanism can be operated from either end of the car and thereby avoid the danger that would otherwise be imminent.

Referring now to Figure 3 wherein the motor-driven gear is shown at 64, it will be seen that a brake-drum 25u of novel design is clamped on the axle 12 by means of bolts 25", this drum being formed in two counterpart halves so it can be placed between the track- This drum has an overhung outer rim 25c which surrounds the hub of the track-wheel and thus provides an ample breaking surface -within the limited space between the track-wheel and motordriven Wheel Without in terfering with them or being interfered with by them. For installation on trucks during original assembling, this drum need not be split, but may be shrunk or otherwise secured in place.

It vshould be understood that the section 3031, and 32 of the brake-bands are composed of steel, and that at least the members 32 are springy, so that their bifurcated ends (which extend tangentially to the brakedrums) apply the brake-shoes with a strong but yielding pressure, Ithus moderating the pressure or thus obviating any undue pressure on any one of the brake-drums. The supporting elements 4() and 41 are also preferably somewhat yielding and springy to compensate for any deficiency in proper adjustment'thereof.

It should be understood that no attempt has been made to show all structural details in the general assembly views, so Figures 9 to 14 inclusive are intended to give all necessary details with respect to a preferred form of brake-drum intended for use on the opposite end of the axle 12 from that on which the motor-gear 64 is located. The sectional view of Figure 10 shows the peripheral edges formed with annular shoulders 250 between which the brake-shoes or blocks are confined 'against lateral movementI for obtaining themaximum efficiency and correctnessy of operation.- The spokes 251, except those shown in Figure 11, are preferably of the design shown in Figure 13, while thosel of Figure 11 are of a somewhat different .design so` as to accommodate the bolts 26 and the filling sheets 27, butv all of the spokes preferably extend to the inner peripheral edges of the drum, so as to support such edges and other-wise provide the maximum of rigidity, consistent with comparative lightness. These wide webbed spokes 251 also provide ample room for bolt-holes to receive a sufficient number of bolts of sufficient size and strength to hold the .wheel sections in unity wlth one another andin securely clam ed position on the axle 12. Ity should be un erstood that the gaskets or filling sheets 27 may -be of rubber, corrugated metal, lead, or anysuitable composition or combination which mayinclude fibrous material, the essential feature being that such material must be compressibl'e while also being relatively firm so as to substantially unite with the drum sections so as to form a rigid unit including these drum sections. the axle 12, the gaskets on one side and having apertured radially ex- 27 and the bolts 26. While the clamping of the axle is sufficient to hold the' drum in place, these parts are preferably keyed, as at 252, for insuring the maximum of safety.

Although I have described these embodimentsof my invention in detail, Ifhaveno mtentlon of limiting my patent protection to these specific details of construction and arrangement, for various changes may be made without departing from the inventive ideas as implied and claimed.

What I claim as my invention is:

1. The combination of a rotary brakedrum, a brake-band around the perlphery of said brake-drum, said brake-band comprising a series of arcuate members having shoulders tending ears onthe opposite side and at opposite ends, brake-shoes secured between the shoulders of each of said arcuate members, compression springs between the adjacent radial ears of the arcuate members, bolts through said radial ears and operable to move them towards one another against the compression ofthe springs, and means to contract the brake-band as a whole for'causing said brake-shoes to frictionally engage with said brake-drum.

2. The structure defined by claim 1, the said means to contract the brake-band being rovided with a pivotal support which isv adjustable towards and from said-brake-drum, and means to hold said pivotal support in its different adjusted positions.

3. The structure defined by claim 1, one of said compression springs eing mounted in such manner that it supports the weight of one side of the brake-band.

4. The structure defined by'claim 1, each of said arcuate members being substantially a quadrant of the brake-band, and each of said arcuate members having one of said radially extending ears vertically disposed, so that the said adjacent radial ears of two of said arcuate members are over the center of the brake-drum, and two other of said adjacent radial ears are under the center of said brakedrum, substantially as shown.

5.- The structure defined by claim 1, two of said arcuate members having their radial ears extendinghorizontally, and one of said compression springs\ extending from between these ears to a support which cooperates therewith for supporting one side of thev brakeband, the opposite side of the brake-band hav ing the last said means operatively connected thereto and connected to a support which cooperates therewith for supporting the contiguous side of said brake-band.

6. A contractable brake-band consisting of a plurality of arcuate members each provided with a frictional surface for engagement with `a brake-band, each of said members having an apertured end in spaced relation to a similar apertured end of an adjacent one of said arcuate members, compression springs between some of the adjacent apertured ends of said'arcuate members, and adjusting bolts through the said apertured ends for contracting-adjustment ofthe brake-band, two other adjacent ends of the brake-band being provided with means for connecting a'lever for contracting the brake-band as a whole.

7. In a brake-band, the combination of four arcuate members each forming substantially a quadrant and having spaced shoulders adjacent to one end, brake-shoes secured between said shoulders, each of said. arcuate members having a radial apertured ear which extends vertically and is spaced from a similar ear of an ad'acent one of these ears, compression springs etween the spaced ears of theedjaoent arcuate members below and above the center of they brake-band, adjusting bolts through the vertically extending ears and being operable to compress the .sprlngs and thereby contractably adjust the brake-band, two of said arcuate members having spaced horizontally extending apertured ears which have an adjusting bolt therethrough and which are adapted'to receive a combined compression spring and support therebetween, two other of said arcuate members having bifurcated ends provided with pivotal connections, whereby a contracting lever can be pivotally connected thereto between the furcations of the bifurcated ends, substantially as' shown. l

8. In a brake, the combination of a. pair of track-wheels, an axle supported thereby, a brake-drum rigidly secured on the axle, a truck-frame in which said axle is journaled, said truck-frame including parts in front and in rear of said brake-drum a brake-band around said drum and including upper and lower sections provided with means to frictionally engage with the brake-drum, one of said sections being over the brake-drum, and another of said sections being under the brake-drum, one end of the upper section and an adjacent end of the lower section havin horizontally extending a ertured ears, an a justing bolt extending tiirough these ears, a supporting spring engaged with said apertured ear of the upper section, means for securing this supportlng spring to one of said parts of the truckframe, the other two ends of the upper and lower sections being bifurcated rand provided with pivotal connections, a lever between the furcations of these bifurcated ends and pivotally connected to said connections, a su porting member pivotally connected to said ever, and means connectin said supporting member to the other one o said truck-frame members and cooperatin with the latter for pivotally su ortin said lever in position to contract sainrakeand. 9. The combination" of a rotary brakedrum, a brake-bandv around the erlphery of said brake-drum and provided with contractable joints and with means to frictionally engage with the periphery of the brake-drum, and means to contract the brake-band as a whole around the brake-drum, means being provided to adjust the joints of said brakeband for contracting the latter and thereby compensating for wear of the frictional means, the jointed brake-band including Sections each formed with inwardly inclined shoulders, the said means to frictionally engage the periphery of the brake-drum being formed withv angular extensions interlocked with said inwardly inclined shoulders.

In testimony whereof I aix m signature.

JOSEPH M. UAREZ. 

